Locomotive stoker



March 29, 1932. N. M. LOWER 1,851,637

LOCOMOTIVE STOKER Original Filed Marh e, 1926 2' Sheets-Sheet 1 /IN V EN TOR flaZ/zan .7? [aver March 29, 1932. LOWER 1,851,637

LOCOMOT I VE S TOKER Original Filed March 6, 1926 2 Sheets-Sheet 2INVENTOR Mama/z ELozger Patented Mar. 29, 1932 .UNITED STATES PATENTQFFICE NATHAN M. LOWER, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR, BY MESNEASSIGN- MENTS, TO THE STANDARD STOKER COMPANY INC., 01 NEW YORK, N. Y.,A COB- PORATION OF DELAWARE LOGOMOTIVE STOKER Original application filedMarch 6, 1926, Serial No. 92,733. Divided and this application filedSeptember 24, 1926. Serial No. 137,436.

This invention relates to stokers of the type in which fuel istransferred from the tender and delivered to the fire-box above thegrate surface, over which it is scattered by suitable means.

The objects of the invention are to simplify and lighten stokers of thischaracter, while securing a high degree of efficiency; to protect thedelivery nozzle from the destructive heat within the fire-box; toprovide for the convenient removal and replacement of the nozzle withoutdrawing the fire; and to secure other advantages as will appear inconnection with the description of the dev1ce.

A desirable embodiment of the invention is hereinafter described, and isillustrated in the accompanying drawings, in which Fig. 1 is a plan viewof the stoker mechanism applied to a locomotive, parts of which areshown in plan and section;

Fig. 2 is a detail longitudinal vertical section through the locomotiveand tenderand centrally through the stoking device;

Fig. 3, is a detail transverse vertical section of a locomotiveimmediately at the rear of the back-head of its fire-box; and

Fig. 4 is a detail plan section of the delivery section of the fueltransfer conduit of the stoker, showing also the steam nozzleforelfecting the distribution of the fuel.

, In present railroad practice, many locomotives are of such size thattheir weight reaches closely to the limit permissible in View of thestrength of some portions of the track sup port, such as bridges, and itbecomes important to reduce to the minimum the weight of accessorydevices, such as stokers, and to distribute this weight.

- In the maintenance of stoking devices, a serious item of expense isdue to the destruction, by the intense heat developed, of the portionsof the stoking device which are located in, or project into, thefirebox. It is important not only that the cost of replacement parts bereduced to the minimum, but that where possible, without detracting fromthe efficiency of the stoker, the latter be so organized and associatedwith the firebox that repairs and replacements may be made Withoutnecessitating the drawing of the fire and the cooling off of thefire-box to the end that the locomotive may continue in service Withoutmaterial delay for such repairs.

These and other advantages are secured in the stoker herein disclosed.

Portions of a locomotive are represented at 10, its firebox beingindicated at 11, its backhead at 12, and its grate at 13. At 14 there isshown the floor or deck of the cab. The framing of the locomotive tenderis sholvgn at 15, and the floor of its fuel bin a 1 A fuel-conveyingtrough 17 is mounted on the frame of the tender, extendinglongitudinally thereof and immediately below the floor 16, which issuitably apertured to per mit the discharge of fuel into the trough.This trough terminates at its forward end adjacent the forward end ofthe tender, and within it is located suitable means for advancing thefuel, here show as a screw 18, properly journaled at each end. A motor19 is here conventionally represented as of the inulti-cylinderreciprocating type, its shaft being suitably geared to a driving shaft20 extending backwardly under the floor of the tender and connected bysuitable gearing, conventionally shown at 21, to the shaft of the screw18. Adjacent the forward end of the trough a crushing jaw or abutment 22arches over the screw 18, and cooperates with the latter to reduce thefuel to suitable size for use in the firebox.

Attached to the forward end of the trough 17, by means of a universaljoint 23 of the ball and socket type, is a fuel conduit 24. This conduitis inclined upwardly and extends loosely through an opening 25 in thebac'khead of the boiler immediately below the usual hand-firing dooropening 26, its end being up-turned. Located immediately lit) above andback of this up-turned end is a steam nozzle 27, from which issue aplurality of radiating jets which sweep the fuel as it issues from theconduit forwardly into the firebox and scatter it over the entire areaof the grate.

Within the condui;t ;2 1;, there is located suitable fuel-advancingmeans, here shown as a elbow, under the influence of the pressureexerted by the screw upon the fuel carried forward by it. p

The conduit 24 is made in two sections which are bolted or otherwisedetachably secured together at 30. The screw 28 is also referably madeof two sections which are oined together in axial alignment, as shown at31. If, as shown, the joint 31 is back of the joint 30, a removableplate 32 may be applied to-the conduit to cover a hand hole therein, tofacilitate. the disconnection and reconnection of the screw sections. Toprovide for access to the joints 20, 31, a trap door, as 33, may beformed in the deck 14 A shield plate 34 may be applied to and projectsradially from the upper half of the conduit 24 aniixso located as toloosely fit within the aperture 25, thereby preventing an inrush of airinto the firebox of such volume. as to interfere with the draft throughthe grates. This shield is preferably omitted from the lower portion ofthe conduit in order that a suflicient quantity of air may enter throughthe lower portion of the aperture 25 to measurably protect the elbow ofthe conduit from the heat. An imperforate plate 35 covers the-portion ofthe grate 13 immediately below the elbow of the conduit, blanking offthe draft through this section of the grate to the end that active fuelcombustion may not take place in immediate proximit to the conduit, thefuel accumulatin on this plate beirig consumed very slowly.-

e nozzle 27 is suitable supported independently of the conduit. It ispreferably divided into'two chambers 36, '37, by means of a verticalpartition 38. Steam pipes 39, 40, lead, respectively, to these twochambers,

and are connected with a source of suitable steam supply. Each of thebranches of the steam pipe,.which/1ead directly to the nozzle, isprovided with a hand-controlled valve 42, 43, to facilitate the trimmingof the fire. The

nozzle 27 is provided with a horizontally arranged series of outlets, asrepresented at 44,

these openings being drilled on radial lines in order that the issuingjets may efi'ectively scatter the fuel, the jets from' each chamber ofthe nozzle delivering the fuel to approximately one-half of the grate.surface. The universal joints 23, 29, provide for the flexure of thetransfer conduit, which includes the trough 19 and conduit24, incidentto the relative lateral and vertical movements ,of the locomotive andtender. The loose conpe'ction of the codui 24 and the backhead of bo lernot only re ieves thetransfer mechanism from strains incident to suchrelative movements, but also from strains'incident to the relativelongitudinal movement of locomotive and tender due to the compressionand expansion of the draft gear connecting the two vehicles, as theconduit is free to slide within the backhead aperture.

The delivery end of the conduit being measurably protected from the heatby the entering air through the back-head aperture and by theretardation of combustion adjacent to it due to the blocking off of asmall section of the grate, the life of the conduit elbow is verysubstantially lengthened.

When, however, it burns away, as eventually it will, the end section ofthe conduit is readily removed by separating the joints 30 and 31 anddropping down the rearward conduit section, whereupon the forward endsection may be withdrawn without disturbing the fire which may beburning on the grate. A

new section, both of the conduit, and, if necessary, of the conveyerscrew may be inserted and coupled up without disturbing the fire orcompelling the workmen to enter the fire-box.

Not only is theentire structure comparatively light, but by locating theengine 19 on the tender and driving all of the movable parts from itthrough a single connection, the

major part of the weight of the entire device a is carried by thetender, and the stoker may be applied to heavy locomotives withoutinvolving any problem of excessive weight. The proper distributionof-the fuel is easily insured by suitably arranging, directing andproportioning the steam ets, and by the 'divis1on of the steam nozzleinto a plurality of chambers and independently controlling thesteamsupply to each chamber the fire may be properly trimmed withoutresorting to hand firing.

' jecting loosely and slidably through the opening; and having its endupturned, means for forcingfuel through the conduit, and means forscattering the fuel as it emerges from the conduit.

2. In combination ing a firebox and a grate and having an opening in itsbackhead above-its grate, a tender provided with a floor, a fueltransferring conduit'com rising a plurality of sections uniyersa llyointed together, the rearward seewith a locomotive hav- Various changesmay be made in the struc- .ture withln the scope of the-invention.

tion being attached to the tender beneath the floor thereof and theforward section projecting loosely and slidably through the opening andhaving its end upturned, means for forcing fuel through the conduit, andmeans for scattering the fuel as it emerges from the conduit, the endportion of the forward section of the conduit being readily detachablefrom the body portion thereof.

3. In combination with a locomotive having a firebox and a grate andhaving an opening in its backhead above its grate, a tender providedwith a floor, a fuel transferring conduit comprising a plurality ofsections universally jointed together, the rearward section extendingbeneath the floor of said tender and the forward section projectingloosely and slidably through the opening and having its end upturned,sectional conveying means for forcing fuel through the conduit, andmeans for scattering the fuel as it emerges from the conduit, theforward end portions of the conduitand conveying means being readilydetachable from the body portions thereof.

4. In combination with a locomotive having a firebox and a grate andhaving an opening' in its backhead above its grate, a tender providedwith a floor. a fuel transferring conduit comprising a pluralityof'sections universally jointed together, the rearward section extendingbeneath the floor of said tender and the forward section projectingloosely and slidably through the opening and having its end upturned,means for forcing fuel through the conduit. and a steam nozzle locatedimmediately above the delivery end of the conduit and having a pluralityof radiatting jet openings.

5. In combination with a locomotive having a firebox and a grate andhaving an opening in its backhead above its grate, a tender providedwith a floor, a fuel transferring conduit comprising a plurality ofsections universallv jointed together, the rearward section beingrigidly attached to the tender beneath the floor thereof and the forwardsection projRting loosely. and slidably through the opening and havingits end upturned. means for forcing fuel through the conduit, and asteam nozzle located immediately above the delivery end of the conduitand being vertically divided into a plurality of chambers. each chamberhaving a plurality of radiating jet openings.

6. In combination with a locomotive having a fireboxand'a grate andhaving an bpening in its backhead above its grate, a tender providedwith a floor, a fuel transferring conduit comprising a plurality ofsections universally jointed together, the rearward section extendingbeneath the floor of said tender and the forward section projectingloosely and slidable through the o ening and having its end upturned,means or forcing fuel through the conduit, a steam nozzle bein locatedimmediately above the delivery en of the conduit and being verticallydivided into a plurality of chambers, each chamber having a plurality ofradiating jet openings, and means for independently controlling thedelivery of steam to the two chambers.

7. In combination, a locomotive having a firebox with a backhead havingan opening therein, a tender, a fuel transfer conduit comprising aplurality of sections jointed together, the rearward section beinglocated under the tender floor and the forward section extending.loosely through. said opening in the backhead of the firebox and havingits end upturned, and terminating within said firebox above the normallevel of the firebed therein, means for advancing fuel through theconduit, and means for scattering the fuel tender below its floor. theforward section,

thereof being universally j ointcd to the rearward section andprojecting loosely and slidably through an opening in the backhead ofthe firebox and having its delivery end up turned and terminating abovethe normal level of the firebed within said firebox, transfer screwswithin the conduit and being universally jointed together, a. motormounted on the tender for driving the screws, and a steam nipple havingradiating jet openings for scattering fuel issuing from the delivery endof the conduit.

10. In combination, a locomotive having a firebox with a backhead havingan opening therein, an inclined fuel delivery conduit projecting throughsaid opening at an angle to the axis thereof, and an air shield rigidlyconnected to and projecting radially from the upper part of the conduitwithin said opening.

11. In combination, a locomotive having a cab and a firebox, thebackhead of which is apertured adjacent the mud ring, a tender having afuel bunker, and a two-section fuel transfer conduit located below thebunker and the cab floor, the sections of the conduit being jointedtogether, the rear section being approximately horizontal and theforward section projecting loosely intothe backhead aperture and havingmeans for directing fuel upwardly within said firebox, and

and the cab floor, the sections of the conduit being jointed to ether,the rear section being approximately orizontal and the forward sectionbeing inclined upwardly and projectin loosely 1nto the backhead apertureand de ivering fuel upwardl within said firebox,

and means for distributing said fuel gver the grates of said firebox.

13. In combination, a locomotive and its tender, the'tender beingprovided with a floor and the locomotive having a backhead with anopening therein and being provided with a 'cab, and a fuel conduitcomprising sections universally jointed together, the rearward sectionbeing below the tender floor and the forward section projecting looselythrough I the o ening in the back-head of the locomotive rebox, saidopening extending downward to a point below the cab floor.

14. In combination, a locomotive having a firebox with a backhead havingan aperture therein, said locomotive being provided with a cab, a fueltransfer conduit projecting loose- 1% through the a rture in thebackhead of t e firebox and bdiug capable of universal movement in suchaperture, said aperture extending downward to a point below the plane ofthe floor of said cab, said conduit delivering directly into saidfirebox, and means for spreading the delivered fuel upon the grate.

15. In combination, a locomotive provided with a firebox having a grateand a deck rearward ofsaid firebox, the backwallof said firebox havingan opening therein disposed wholly above said grate and adjacent tosaiddeck, a fuel conduit extending from a point below the plane of saiddeck, forwardly and upwardly in said opening and opening upwardly at a'point above the normal level of the firebed on said grate, a screwmounted in said conduit for advancing fuel there through, and means atthe upwardly open-.

ing end of said conduit for pro ecting the fuel as it. issues therefromin aerial paths over the grate-comprising a distributor arranged todischarge a fan-shaped pressure fluid blast ator forward of the insidesurface of the firebox backwall. v

16. In combination, a locomotiveprovidcd with a firebox having a grateand a deck rearward of said firebox'having an opening therein disposedwholly above said grate and adjacentto said deck, a fuel conduitextending from". apoint below the plane of said,

deck, forwardly and upwardly in said backp I its forward end extendingupwardly within the firebox, said head opening and havin forward end ofthe conduit curving upward- .cab, a tender having a floor, a rear fuelconduit section extending beneath the floor of said tender, a forwardfuel conduit section extending forwardly and u wardly from below theplane of the cab deck and being loosely telescopically mounted at itsforward end on the firebox backwall at said opening and being arrangedto deliver fuel through said backwall opening and at itsrearward endportion being universally connected. tosaid rear section, means forconducting fuel forwardly through said conduits and delivering the samewithin said firebox at a point above the normal level of the firebedtherein, and means for distributing said fuel in aerial paths over thegrates of said firebox.

18. In combination with a locomotive having a firebox with grates and acab therefor provided with a deck, said firebox having an openingthrough its backwall above said grate, a tender for said locomotive, arear fuel conduit member located beneath the floor of said tender, aforward fuel conduit member movable relative to said locomotive and tosaid rear conduit member, said lastnamed conduit member extendingupwardly and forwardly from the front end of said rear conduit memberfrom below the plane of said deck for conveying fuel to said opening andbeing looselytelescopically.mounted at its forward end on: the fireboxbackwall at said opening, means for conducting fuel frori said tenderalong said members and delivering the same throughsaid opening into saidfirebox at a point above the normal level of thefirebed therein, andpressure fluid means arranged at the delivery end of said forward.

- provided with a deck, saidrfirebox having an openingthrough itsbackwall above said grates, atender for said locomotive, a rear fuelconduit member rigidly connected to said tender beneath the floorthereof, a for-. ward fuel conduit movably mounted rela-- tiveto saidtender and locomotive,..said forward conduit extending upwardlyandforwardly from below the plane .ofsa d deck for conveying. fuel to;said opening-and, being looselytelescopically mounted at its forward endon the firebox backwall at said opening, means within said conduits forconducting fuel from said tender along said members and through saidopening and delivering the same within said firebox at a point above thenormal level of the firebed therein, and pressure fluid means arrangedat the delivery end of said forward conduit member for distributing thefuel so delivered in aerial paths over the grates of said firebox.

In testimony whereof I affix my signature hereto.

NATHAN M. LOWER.

